Reducing turbocharged engine overheating

ABSTRACT

A method comprising in response to coolant loss in a turbocharged engine, deactivating one or more engine cylinders while limiting engine load of one or more active cylinders based on an engine speed, and a cylinder head temperature.

BACKGROUND/SUMMARY

Engines may be cooled by circulating coolant fluid such as water throughpassageways in the engine. In the event of a cooling system degradation(e.g. water pump degradation) or loss of coolant (e.g. due to coolantsystem leak), engine metal components may overheat.

Gebby et al. (U.S. Pat. No. 7,204,235) address engine overheating in theevent of cooling system degradation by alternately shutting down thefuel injectors to each bank of engine cylinders and air-cooling thedeactivated engine cylinder bank with un-combusted intake air.Alternately deactivating each bank of cylinders can provide some enginetorque for vehicle operation.

The inventors herein have recognized potential issues with the aboveapproach. Namely, with turbocharged and other high-specific power outputengines, traditional fail-safe cooling strategies, such as alternatedeactivation and air-cooling of engine cylinder banks, may not maintaincylinder head temperatures below engine metal melting temperatures.Consequently, turbocharged engines are often disabled soon afterinitiation of traditional fail-safe cooling strategies. Furthermore,even if some cylinders maintain combustion during the cooling, theengine may not provide enough torque to sustain vehicle operability andvehicle driveability, particularly in turbocharged engines.

One approach that addresses the aforementioned issues is a method for afail-safe cooling strategy (FSC), comprising deactivating one or moreengine cylinders while limiting engine cylinder load in response tocooling system degradation and/or coolant loss in a turbocharged engine.Furthermore, the method may comprise deactivating one or more enginecylinders while limiting engine cylinder load in response to an enginecylinder temperature exceeding a second threshold temperature. Thenumber of deactivated cylinders and the load limit may be chosen basedon increasing torque while maintaining engine speed below a thresholdengine speed, and maintaining engine cylinder temperatures below a thirdthreshold temperature, the third threshold temperature greater than thesecond threshold temperature. In this manner, overheating of enginemetal components can be reduced while sustaining vehicle operability anddriveability.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 shows a schematic depicting an example turbocharged engine;

FIG. 2 shows a schematic depicting a partial-cross section of an exampletemperature sensor installed in an engine exhaust manifold.

FIG. 3 shows an example plot of cylinder hotspot temperature vs. enginespeed.

FIG. 4 shows an example plot of cylinder hotspot temperature vs. load.

FIG. 5 shows an example plot of torque vs. load.

FIG. 6 shows an example plot of torque vs. shaft speed.

FIGS. 7-10 show flow charts for example routines.

FIG. 11 shows a schematic depicting an example overview of a fail-safecooling strategy for a turbocharged engine.

FIG. 12 is an example timeline showing vehicle operating conditionsduring execution of a fail-safe cooling strategy for a turbochargedengine.

DETAILED DESCRIPTION

The present description is related to a method of deactivating one ormore engine cylinders while limiting engine load in response to coolantloss in a turbocharged engine. In one example, the method comprisesdeactivating one or more engine cylinders while limiting load of one ormore active cylinders while maintaining an engine speed below athreshold engine speed and while maintaining an engine cylindertemperature below a third threshold temperature. In this manner, enginecylinder overheating can be mitigated while maintaining vehicledriveability and vehicle operability over a range of engine operatingconditions.

FIG. 1 illustrates an example of a turbocharged engine, including anintake compressor, exhaust turbine, waste gate and engine controller.FIG. 2 illustrates an example of an exhaust manifold temperature sensorthat may be used to provide an indication of engine cylinder headtemperature. FIGS. 3-5 are example plots of cylinder head temperaturevs. engine speed, cylinder head temperature vs. load, and torque vs.load respectively, and FIG. 6 is a plot of torque vs. output shaftspeed. FIG. 7 shows an example method illustrating how FIGS. 3-6 can beused to map engine operating conditions for predetermining engineoperating points in a fail-safe cooling strategy (FSC) for mitigatingengine overheating while maintaining vehicle driveability and vehicleoperability. FIGS. 8-10 are flow charts illustrating example routinesfor a method of deactivating one or more engine cylinders while limitingload of one or more active cylinders based on an engine speed and acylinder head temperature, and FIG. 11 illustrates an overview of themethod. FIG. 12 is an example timeline illustrating vehicle operatingconditions while deactivating engine cylinders and limiting engine loadafter coolant loss is detected.

Referring to FIG. 1, internal combustion engine 10, comprising aplurality of cylinders, one cylinder of which is shown in FIG. 1, iscontrolled by electronic engine controller 12. Engine 10 includescombustion chamber 30 and cylinder walls 32 with piston 36 positionedtherein and connected to crankshaft 40. Combustion chamber 30 is showncommunicating with intake manifold 44 and exhaust manifold 48 viarespective intake valve 52 and exhaust valve 54. Exhaust manifold 48 maybe an integrated exhaust manifold or a separate exhaust manifold. Eachintake and exhaust valve may be operated by an intake cam 51 and anexhaust cam 53. The position of intake cam 51 may be determined byintake cam sensor 55. The position of exhaust cam 53 may be determinedby exhaust cam sensor 57.

Fuel injector 66 is shown positioned to inject fuel directly intocylinder 30, which is known to those skilled in the art as directinjection. Alternatively, fuel may be injected to an intake port, whichis known to those skilled in the art as port injection. Fuel injector 66delivers liquid fuel in proportion to a pulse width provided bycontroller 12. Fuel is delivered to fuel injector 66 by a fuel system(not shown) including a fuel tank, fuel pump, and fuel rail (not shown).

Intake manifold 44 is supplied air by compressor 162. Exhaust gasesrotate turbine 164 which is coupled to shaft 161, thereby drivingcompressor 162. In some examples, a bypass passage 77 is included sothat exhaust gases may bypass turbine 164 during selected operatingconditions. Flow through bypass passage 77 is regulated via waste gate75. Further, a compressor bypass passage 86 may be provided in someexamples to limit pressure provided by compressor 162. Flow thoughbypass passage 86 is regulated via valve 85. In addition, intakemanifold 44 is shown communicating with central throttle 62 whichadjusts a position of throttle plate 64 to control air flow from engineair intake 42. Central throttle 62 may be electrically operated.

Distributorless ignition system 88 provides an ignition spark tocombustion chamber 30 for igniting an air-fuel mixture via spark plug 92in response to controller 12. In other examples, the engine may be acompression ignition engine without an ignition system such as a dieselengine. Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupledto exhaust manifold 48 upstream of catalytic converter 70.Alternatively, a two-state exhaust gas oxygen sensor may be substitutedfor UEGO sensor 126.

Converter 70 can include multiple catalyst bricks, in one example. Inanother example, multiple emission control devices, each with multiplebricks, can be used. Converter 70 can be a three-way type catalyst inone example.

Controller 12 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, read-onlymemory 106, random access memory 108, keep alive memory 110, and aconventional data bus. Controller 12 is shown receiving various signalsfrom sensors coupled to engine 10, in addition to those signalspreviously discussed, including: engine coolant temperature (ECT) fromtemperature sensor 112 coupled to cooling sleeve 114; cylinder headtemperature (CHT) and/or exhaust manifold temperature (EMT) fromtemperature sensor 59, a position sensor 134 coupled to an acceleratorpedal 130 for sensing accelerator position adjusted by foot 132; ameasurement of engine manifold pressure (MAP) from pressure sensor 122coupled to intake manifold 44; an engine position sensor from a Halleffect sensor 118 sensing crankshaft 40 position; a measurement of airmass entering the engine from sensor 120 (e.g., a hot wire air flowmeter); and a measurement of throttle position from sensor 58.Barometric pressure may also be sensed (sensor not shown) for processingby controller 12. In a preferred aspect of the present description,engine position sensor 118 produces a predetermined number of equallyspaced pulses each revolution of the crankshaft from which engine speed(RPM) can be determined.

Controller 12 may also communicate with a message center 196. Themessage center 196 may include indicator light(s) and/or a text-baseddisplay in which messages are displayed to an operator, such as amessage requesting an operator input to start the engine, as discussedbelow. The message center may also include various input portions forreceiving an operator input, such as buttons, touch screens, voiceinput/recognition, etc. In an alternative embodiment, the message centermay communicate audio messages to the operator without display.

In some examples, the engine may be coupled to an electric motor/batterysystem in a hybrid vehicle. The hybrid vehicle may have a parallelconfiguration, series configuration, or variation or combinationsthereof. Further, in some embodiments, other engine configurations maybe employed, for example a diesel engine.

During operation, each cylinder within engine 10 typically undergoes afour stroke cycle: the cycle includes the intake stroke, compressionstroke, expansion stroke, and exhaust stroke. During the intake stroke,generally, the exhaust valve 54 closes and intake valve 52 opens. Air isintroduced into combustion chamber 30 via intake manifold 44, and piston36 moves to the bottom of the cylinder so as to increase the volumewithin combustion chamber 30. The position at which piston 36 is nearthe bottom of the cylinder and at the end of its stroke (e.g. whencombustion chamber 30 is at its largest volume) is typically referred toby those of skill in the art as bottom dead center (BDC). During thecompression stroke, intake valve 52 and exhaust valve 54 are closed.Piston 36 moves toward the cylinder head so as to compress the airwithin combustion chamber 30. The point at which piston 36 is at the endof its stroke and closest to the cylinder head (e.g. when combustionchamber 30 is at its smallest volume) is typically referred to by thoseof skill in the art as top dead center (TDC). In a process hereinafterreferred to as injection, fuel is introduced into the combustionchamber. In a process hereinafter referred to as ignition, the injectedfuel is ignited by known ignition means such as spark plug 92, resultingin combustion. During the expansion stroke, the expanding gases pushpiston 36 back to BDC. Crankshaft 40 converts piston movement into arotational torque of the rotary shaft. Finally, during the exhauststroke, the exhaust valve 54 opens to release the combusted air-fuelmixture to exhaust manifold 48 and the piston returns to TDC. Note thatthe above is described merely as an example, and that intake and exhaustvalve opening and/or closing timings may vary, such as to providepositive or negative valve overlap, late intake valve closing, orvarious other examples.

Turning now to FIG. 2, it illustrates a partial cross-section 200 of anintegrated exhaust manifold (IEM). As an example, exhaust manifold 48may be an IEM. An IEM may include integrated cooling passages 230therein for circulating coolant fluid, thereby improving heat removalfrom the exhaust gas flow through the exhaust port 220. IEM's may befabricated from aluminum which may be lighter than conventional castiron separate exhaust manifolds, thereby improving fuel economy andhorsepower, but may be more susceptible to engine overheating duringcooling system degradation because of lower metal melting temperatures.For example, the engine melting temperature for an aluminum cylinderhead may be lower than the engine melting temperature for a non-heattreated aluminum head, which may be lower than the engine meltingtemperature for a heat treated cylinder head.

An exhaust manifold temperature (EMT) sensor 250 may be mounted directlyinto the body of the IEM and may be used to provide engine controller 12with an indication of the exhaust manifold temperature, enginetemperature, cylinder head temperature, and/or engine exhausttemperature. Furthermore, EMT sensor 250 may be used to signal a coolingsystem degradation and/or loss of coolant, or to initiate providingoperator indication of coolant temperatures approaching cooling aboiling point.

In another example, a temperature sensor such as a thermocouple may bemounted directly into the body of exhaust manifold 48 in order toprovide controller 12 with an indication of engine cylinder temperature.In other examples, engine cylinder temperature may be measured by atemperature sensor located at the engine cylinder, engine cylinder head,and the like. In this manner, engine cylinder temperatures may bemeasured and communicated to controller 12 during engine operation. Asdescribed above, an EMT, CHT, or another engine cylinder temperature maybe used to measure and communicate engine cylinder temperature and maybe used to indicate engine overheating.

In high-specific power output engines, particularly turbochargedengines, engine cylinder temperatures greater than an overheatingthreshold temperature 330 may be generated at high load even when one ormore engine cylinders are deactivated. Deactivating an engine cylindermay include stopping fuel injection to the engine cylinder. In thismanner the deactivated engine cylinder may be air-cooled by pumpingintake air may through an engine cylinder in the absence of fuelinjection and combustion to mitigate engine overheating. As a furtherexample, deactivating an engine cylinder may further comprisemaintaining intake and exhaust cylinder valves in a closed position. Inthis manner, a deactivated engine cylinder may be air-cooled bycompressing and expanding air trapped in the deactivated enginecylinder, in the absence of fuel injection, combustion and air flow.

Deactivating cylinders may include deactivation of one or more cylindersat a time, for example, alternately deactivating a bank of cylinders, ordistributively deactivating one or more engine cylinders. Distributivelydeactivating one or more engine cylinders may include deactivating oneor more engine cylinders in a round robin fashion wherein thedeactivation of engine cylinders is cycled or distributed uniformlyamongst the engine cylinders.

The number of deactivated cylinders may be chosen based on vehicle andengine operating conditions. For example, a larger number of cylindersmay be deactivated as engine speed is increased and as engine cylindertemperatures increase. On the other hand, as engine speed is decreasedand/or and engine cylinder temperatures decrease, a smaller number ofcylinders may be deactivated. As a further example, an even number ofcylinders may be deactivated to mitigate engine noise, vibration andharshness (NVH). As a further example, a number of cylinders may remainactive during engine operation to provide engine torque for maintainingvehicle operability and vehicle driveability. For example, threecylinders may be deactivated in a six cylinder engine, and 4 cylindersmay be deactivated in an eight cylinder engine.

Engine overheating may refer to an engine cylinder temperature (e.g.,EMT, or CHT) exceeding an engine metal overheating temperature 1160 (seeFIG. 11), above which engine metal components overheating may occur. Forexample an engine metal overheating temperature 1160 may correspond toan engine metal or cylinder metal overheating temperature above whichengine metal overheating may occur.

FIGS. 3-7 illustrate a method of characterizing engine operating regions(e.g., regions of engine speed, number of deactivated cylinders, load,and other engine operating conditions) for an engine, for example aturbocharged engine. The engine characterization may be performed in theabsence of coolant to correlate engine operating conditions to enginecylinder temperature or CHT during cooling system degradation.Furthermore, CHT may comprise a terminal engine cylinder temperature,wherein the terminal engine cylinder temperature may be a steady-stateengine cylinder temperature. The engine cylinder temperature may furthercomprise a hot spot terminal temperature, wherein the hot spot terminaltemperature may be measured by a temperature sensor at an enginecylinder location that is prone to overheating. Characterizing engineoperating regions may be predetermined and performed offline and/or maybe performed online while a vehicle is in operation. Characterization ofengine operating regions in the absence of coolant may help to determineengine operating conditions in response to cooling system degradationwhile maintaining vehicle driveability and vehicle operability and whilereducing engine overheating.

Turning now to FIG. 3, it illustrates a plot 300 of CHT vs. engine speedwhile the engine cooling system is off (e.g., no coolant flow and/orloss of coolant) at a constant load and constant number of deactivatedcylinders. In FIG. 3, CHT curve 310 may correspond to a cylinder hotspottemperature measured by a temperature sensor located at a position of anengine cylinder that is prone to overheating. In general, CHT maysteadily increase with increasing engine speed, leveling out at higherengine speeds. Additional CHT curves may be determined by measuring CHTwith engine speed and varying the number of deactivated cylinders andthe load of the one or more active cylinders. As an example, bycomparing CHT curves, CHT may be found to decrease when the number ofdeactivated cylinders is increased, and when limiting engine load isintensified. Furthermore, a threshold engine speed 320 may be foundabove which the engine cannot be air-cooled sufficiently. For example,above a threshold engine speed 320, CHT may exceed an overheatingthreshold temperature 330, despite deactivating one or more enginecylinders and limiting engine load. As another example, above thresholdengine speed 320, deactivating one or more engine cylinders whilelimiting engine load may not sufficiently cool an engine to decrease CHTbelow an overheating threshold temperature 330. In FIG. 3, overheatingthreshold temperature 330 is approximately 450° F., however overheatingthreshold temperature may vary for different engine types, enginecylinder materials of construction, and the like.

The number of deactivated cylinders may refer to the number ofdeactivated cylinders at any instant during engine operation.Nevertheless, cylinder deactivation may be distributed amongst all orsome of the engine cylinders. For example, cylinder deactivation may becycled or rotated amongst all engine cylinders in a prescribed uniformor non-uniform manner to mitigate engine overheating.

Next, FIG. 4 illustrates an example plot 400 of CHT vs. load at constantengine speed (e.g., 1000 rpm) while the engine cooling system is off(e.g., no coolant flow). CHT may represent a steady-state terminalcylinder hotspot temperature. Curves 410, 420, 430, 440, and 450illustrate engine CHT for the cases of zero, one, two, three, and fourdeactivated cylinders, respectively. In general, CHT may increase withincreasing load, leveling out at higher loads. Furthermore, CHT maydecrease as the number of deactivated cylinders increases. Theintersection of curves 410, 420, 430, 440, and 450 with the overheatingthreshold temperature 330 may be used to determine engine load limitsunder which the engine may be operated for each number of deactivatedcylinders, while the cooling system is off in order to maintain CHTbelow the overheating threshold temperature. Additional plots of CHT vs.load at other engine speeds below the threshold engine speed 320 may beused to map the loads under which the engine may be operated for eachnumber of deactivated cylinders. In this manner, the engine load limitsover a range of engine speeds and numbers of deactivated cylinders maybe learned. As an example, engine load or the load to one or morecylinders may be limited by one or more of opening a waste gate 75 toreduce intake compression, opening a valve 85 in bypass passage 86 toreduce intake compression, closing throttle 64, and the like.

Turning now to FIG. 5, it illustrates an example plot 500 of torqueoutput vs. load at constant engine speed (e.g., 1000 rpm). Curves 510,520, 530, 540, and 550 illustrate engine torque for the cases of zero,one, two, three, and four deactivated cylinders, respectively. Ingeneral, torque output may increase approximately linearly withincreasing load. Furthermore, torque output may decrease as the numberof deactivated cylinders increases. Additional plots of torque outputvs. load may be generated for other engine speeds below the thresholdengine speed 320 and may be used to map the engine torque outputcorresponding to the engine load and number of deactivated cylinders. Inthis manner, output torque over a range of engine speeds and numbers ofdeactivated cylinders when the cooling system is off may be learned. Inorder to maintain vehicle operability and vehicle driveability,deactivating one or more cylinders while limiting load may further bebased on increasing torque, in addition to engine speed and CHT.

Turning now to FIG. 7, it shows a flow chart illustrating an examplemethod 700 of determining engine operating conditions for deactivatingone or more cylinders while limiting load when the cooling system is offas a fail-safe cooling strategy for a turbocharged engine. As anexample, method 700 may be performed to characterize and engine forpredetermining fail-safe cooling strategy operating conditions. Forexample, predetermining fail-safe cooling strategy operating conditionsmay be used for open-loop control strategies if cooling fluid is lost orif the cooling system is degraded. Furthermore, the fail-safe coolingstrategy operating conditions may be used for open-loop control toreduce engine overheating in response to degradation of an enginecomponent. Method 700 may also be performed while the vehicle isoperating. For example, one or more engine operating conditions may bemeasured and provide input to a closed-loop feedback control scheme forpreventing engine overheating if cooling fluid is lost or if the coolingsystem is degraded.

Method 700 begins at 710, where CHT vs. engine speed (e.g., plot 300) ismeasured over a range of engine loads and deactivated cylinders as shownby 714, 716, etc. A threshold engine speed 320 may be determined using714, 716, etc. from the engine speed corresponding to an overheatingthreshold temperature 330. Above threshold engine speed 320,deactivating one or more engine cylinders while limiting engine load maynot reduce engine overheating.

Next method 700 continues at 720, where CHT vs. load (e.g., plot 400)may be measured over a range of deactivated cylinders and engine speedsbelow the threshold engine speed 320 as shown by 724, 726, etc. Forexample, as shown at 724 and 726, CHT vs. load plots are generated at1000 rpm and 2000 rpm, respectively. CHT vs. load measurements may befurther performed at other engine speeds below a threshold engine speed320 to achieve a finer characterization of the engine operation. Next,at 730, method 700 measures torque vs. load (e.g., plot 500) over arange of deactivated cylinders and engine speeds below the thresholdengine speed 320 as in 734, 736, etc. For example, as shown at 734 and736, Torque vs. load plots are generated at 1000 rpm and 2000 rpm,respectively. Torque vs. load measurements may be further performed atother engine speeds below a threshold engine speed 320 to achieve afiner characterization of the engine operation.

Next, method 700 continues at 740 where the load and deactivatedcylinder conditions corresponding to the overheating thresholdtemperature 330 in 724, 726, etc. are mapped to the corresponding torquevs. load plots (e.g., 734, 736, etc.) as shown by 744 and 746. In thismanner, the torque output corresponding to engine speed, load, andnumber of deactivated cylinders can be determined for operating anengine below an overheating threshold temperature 330 and below athreshold engine speed 320 when the cooling system is degraded. Forexample, CHT may be reduced by increasing the number of deactivatedcylinders and/or by decreasing an engine load. As a further example,torque output may be increased by increasing engine load and/or bydecreasing the number of deactivated cylinders, while maintaining CHTbelow an overheating threshold temperature 330. Accordingly, vehicledriveability and vehicle operability can be achieved while deactivatingone or more engine cylinders while limiting engine load in response tocooling system degradation.

The data plotted in 724, 726, etc., 734, 736, etc., and 744, 746, etc.may be stored in the form of lookup tables held in RAM 108 or KAM 110 ofcontroller 12. Accordingly, in response to cooling system degradation orwhen fail-safe cooling is initiated, controller 12 can referencepredetermined lookup tables to determine appropriate operatingconditions for a turbocharged engine to maintain vehicle driveabilityand vehicle operability. As described above, method 700 may also beperformed online during engine operation. Method 700 ends after 740.

Turning now to FIG. 6, it illustrates an example plot 600 of outputshaft torque vs. output shaft speed. Curves 610, 620, 630, 640, and 650correspond to output shaft torque vs. output shaft speed for first,second, third, fourth and fifth gears, respectively. The points A, B, C,and D correspond to intersection points between first and second gearcurves, second and third gear curves, third and fourth gear curves, andfourth and fifth gear curves, respectively. In general, output shafttorque may decrease with increasing output shaft speed. Furthermore, areduction in output shaft torque with increasing output shaft speed maybe lessened as the transmission is upshifted to higher gears.Accordingly, by upshifting to higher gears, a reduction in torque may bemitigated, thereby aiding in maintaining vehicle operability and vehicledriveability.

Furthermore, table 660 in FIG. 6 shows the engine rpm values at each ofthe intersection points A, B, C, and D, indicating that engine rpm canbe maintained below 2300 rpm by upshifting. For example, a thresholdengine speed 320 may be 2300 rpm. For example, at A, upshifting fromfirst to second gear reduces the engine rpm from 2300 to 1450 rpm, andat B, upshifting from second to third gear reduces the engine rpm from2300 to 1400 rpm. In this manner, upshifting may be used to achievehigher output shaft torque while maintaining engine rpm below athreshold engine speed 320 as compared to remaining in a constant gearwithout upshifting. For example, as indicated by arrow 670, upshiftingfrom fourth gear to fifth gear at a shaft speed of 2000 rpm, increasesoutput shaft torque. Furthermore, upshifting to a higher gear maymitigate torque reduction at higher output shaft speed while maintaininga number of deactivated cylinders, engine load, and CHT. Table 680illustrates possible vehicle speeds corresponding to output shaftspeeds. Vehicle speed may increase linearly with output shaft speed.Accordingly, upshifting to a higher gear may allow for increasingvehicle speed and mitigating torque reduction while maintaining a numberof deactivated cylinders, engine load, and CHT.

Turning now to FIG. 11, it illustrates an overview of an examplefail-safe cooling strategy based on cylinder head temperatures for aturbocharged engine. Plot 1100 shows several temperatures plotted alonga temperature axis 1105. The temperature axis 1105 indicates relativetemperatures and may not be shown to scale. Below a first thresholdtemperature 1110, CHT_(TH1), the engine may be operated under normaloperating conditions. For example, when the engine temperature is belowCHT_(TH1), the cooling system may be functioning normally (e.g., notdegraded) and the fail-safe cooling strategy may not be initiated.

A CHT exceeding CHT_(TH1) may indicate onset of cooling systemdegradation (e.g. loss of coolant). Accordingly, if CHT rises aboveCHT_(TH1), a warning may be provided to the vehicle operator at avehicle operator interface such as message center 196. Upon receivingthe warning, the operator may reduce engine load by decelerating orstopping the vehicle in order to avert engine overheating and/or enginemetal components overheating. Furthermore, the warning may notify andprepare the operator for initiation of fail-safe cooling.

If CHT rises above a second threshold temperature 1120, CHT_(TH2), thefail-safe cooling strategy may deactivate one or more cylinders whilelimiting engine load to the one or more cylinders in order to preventengine metal component overheating while maintaining vehicledriveability and vehicle operability. When CHT is greater thanCHT_(TH2), but less than a lower target temperature 1130, the fail-safecooling strategy may deactivate one or more cylinders while limiting theengine load to one or more cylinders in order maintain the current CHT.Furthermore, the fail-safe cooling strategy may allow for temporary loadexcursions above the engine load limits so that vehicle driveability andvehicle operability can be maintained. For example, if the fail-safecooling strategy is active, launching a vehicle from rest or temporaryacceleration of the vehicle where engine loads rise above engine loadlimits may be permitted for short durations, such as when a launch loadtimer (LLT) is less than a threshold time, time_(TH).

When CHT is greater than a lower target temperature 1130 but less thanan upper target temperature 1140, the fail-safe cooling strategy maydeactivate one or more engine cylinders while limiting the load to theone or more engine cylinders. Because CHT is greater than a lower targettemperature 1130, temporary load excursions above the fail-safe coolingstrategy load limits may not be performed.

Next, if CHT exceeds the upper target temperature 1140, the fail-safecooling strategy may deactivate one or more engine cylinders whilelimiting the load to one or more engine cylinders in order reduce CHT.For example, the fail-safe cooling strategy may increase the number ofdeactivated cylinders and/or reduce engine load in order to reduce CHT,while maintaining engine speed. When CHT is greater than an upper targettemperature 1140, reducing CHT may mitigate engine shutdown by maintainCHT below a third threshold temperature 1150, CHT_(TH3). AboveCHT_(TH3), the engine may be shutdown in order to avoid engine metaloverheating, for example overheating of the engine metal components.Thus, CHT_(TH3) may be a fail-safe operating temperature. For exampleCHT_(TH3) may correspond to an overheating threshold temperature 330.Accordingly, CHT_(TH3) may be set above the upper target temperature1140, but below an engine metal overheating temperature 1160. Forexample, engine metal overheating temperature 1160 may correspond to anengine metal overheating temperature, and CHT_(TH3) may be less than theengine metal overheating temperature 1160 by an amount corresponding toan operating margin. In this manner, if the engine temperature increasesabove CHT_(TH3), the fail-safe cooling strategy may shut down the enginebefore CHT reaches the engine metal overheating temperature 1160,thereby reducing the risk of engine metal components overheating.

Turning now to FIGS. 8-10, they illustrate flow charts for an examplemethod of performing a fail-safe cooling strategy for operation of aturbocharged engine. Method 800 begins at 810 where the engine operatingconditions such as CHT, torque, rpm, load, battery state-of-charge(SOC), etc. are determined and/or measured. Method 800 continues at 820where it is determined if CHT is greater than CHT_(TH3). If CHT isgreater than CHT_(TH3), then the engine is shut down at 826, and method800 ends.

If CHT is not greater than CHT_(TH3), then method 800 continues at 830where it is determined if CHT is greater than CHT_(TH2). If CHT isgreater than CHT_(TH2), then fail-safe cooling (FSC) strategy enginecontrol mode is initiated at 836 (see FIG. 9). If CHT is not greaterthan CHT_(TH2), then method 800 continues at 840 where it is determinedif CHT is greater than CHT_(TH1). If CHT is greater than CHT_(TH1), thena warning indicator may be provided at 846 to the operator indicating ahigher than normal CHT. As described above the warning indicator may beprovided to the operator via a message center 196 and the operator mayadjust or reduce vehicle loads by decelerating or stopping the vehicleto mitigate engine overheating. Furthermore, the warning indicator mayserve to alert the operator to the possible impending onset of fail-safecooling strategy control mode of the engine operation. After 836 and846, or if CHT is not greater than CHT_(TH1) at 840, method 800 ends.

Turning to FIG. 9, it illustrates a method 900 for carrying out FSCcontrol mode of a turbocharged engine. Method 900 is initiated from 836of method 800 and begins at 910 where lookup tables are referenced bycontroller 12 for FSC operating ranges for cylinder deactivation andload limits based on engine speed and CHT limits. Lookup tables forthese operating ranges may be predetermined according to method 700 andas explained above with reference to FIGS. 3-7. For example, asillustrated in 910, an FSC control mode may determine a load limit,number of deactivated cylinders, and FSC upshift RPM according to lookuptables for CHT vs. engine speed 912 and 914, and gear selection 916.

For a particular engine speed and CHT, lookup tables 912 and 914 mayprovide engine loads and numbers of deactivated cylinders under which anengine may operate while maintaining CHT below a third thresholdtemperature. Furthermore lookup tables 912 and 914 may be used todetermine a threshold engine speed 320. There may be a plurality ofengine loads and numbers of deactivated cylinders corresponding to anengine speed and CHT at which an engine may operate while maintainingCHT below a third threshold temperature. In one example, among theplurality of engine loads and numbers of deactivated cylinderscorresponding to an engine speed and CHT at which an engine may operatewhile maintaining CHT below a third threshold temperature, the FSCstrategy may determine the engine load and number of deactivatedcylinders based on increasing torque, reducing load, and reducing thenumber of deactivated cylinders.

If engine speed is determined to be greater than a threshold enginespeed (RPM_(TH)) at 904, then method 900 reduces the engine speed belowRPM_(TH) at 908. RPM_(TH) may correspond to a threshold engine speed 320above which deactivating cylinders while limiting load may notsufficiently maintain the engine temperature below a CHT_(TH3). In otherwords above RPM_(TH), CHT may increase above CHT_(TH3) even though oneor more engine cylinders are deactivated while limiting engine load.After reducing engine speed below RPM_(TH), method 900 returns to method800 at 836.

Method 900 continues at 920 where it is determined if CHT is greaterthan an upper target temperature 1140, CHT_(UT). If CHT is greater thanCHT_(UT), then method 900 continues to 930 where an FSC control modeoperates the turbocharged engine to reduce CHT in order to mitigate therisk of engine overheating. For example by deactivating one or morecylinders while limiting the load to the one or more cylinders accordingto lookup tables in 912, 914, and 916, an FSC control mode may reduceCHT and may maintain vehicle driveability and vehicle operability byreducing the risk of CHT increasing above CHT_(TH3) leading to engineshut down, and increasing above an engine metal overheating temperature1160 leading to engine metal components overheating. As an example,CHT_(UT) may be set lower than CHT_(TH3) by an operating margin.Accordingly, if CHT increases above CHT_(UT), FSC control mode mayincrease the number of deactivated cylinders and intensify the engineload limits in order to reduce CHT and avoid engine shut down.

If CHT is not greater than CHT_(UT), method 900 continues to 940 whereit is determined if CHT is greater than CHT_(LT). If CHT is greater thanCHT_(LT), then method 900 continues to 940 where an FSC control modeoperates the engine to maintain CHT in order to mitigate the risk ofengine overheating, while maintaining vehicle driveability and vehicleoperability. For example, by deactivating one or more cylinders whilelimiting the load to the one or more cylinders according to lookuptables in 912, 914, and 916, FSC control mode may maintain CHT so thatvehicle driveability and vehicle operability can be maintained.

If CHT is not greater than CHT_(LT), then method 900 continues to 960where FSC control mode operates the turbocharged engine to maintain CHTin order to mitigate the risk of engine overheating, while maintainingvehicle driveability and vehicle operability. In addition, FSC controlmode operates the engine to allow for temporary load excursions abovethe engine load limits (see FIG. 10). After 930, 950, or 960, method 900returns to method 800 at 836.

Turning now to FIG. 10, it illustrates a flow chart for a method 1000 ofoperating a turbocharged engine above FSC load limits during FSC controlmode when executing an FSC strategy for reducing the risk of engineoverheating. Method 1000 is performed when CHT is greater thanCHT_(TH1), but less than CHT_(LT). Method 1000 begins at 1010, where itis determined if a launch load is requested. A launch load request maycomprise any request by vehicle operator or engine controller to operatethe engine above FSC load limits during FSC control mode. For example,during FSC control mode, a launch load may be requested when a vehiclemay be launched from stopped position at a traffic light, or when makinga turn at an intersection. As another example, a launch load request maycomprise requesting engine operation that exceeds FSC load limits whenaccelerating to pass another vehicle, or when climbing a short ascent. Alaunch load request may be initiated, for example, when a vehicleoperator depresses accelerator pedal 130 when accelerating a vehiclefrom rest.

If a launch load is requested, method 1000 continues at 1040 where it isdetermined if a launch load timer (LLT) is greater than a thresholdtime, time_(TH). As an example, LLT may indicate a measure of anadjusted cumulative time that an engine is operated above FSC loadlimits during FSC control mode. Furthermore, LLT may be adjusted basedon the vehicle operating conditions (refer to 1020 and 1030 discussedbelow). The threshold time may be set so that lengthy or consecutivelaunch load operation of the engine above FSC load limits is mitigatedto reduce the risk of engine overheating while maintaining vehicledriveability and vehicle operability.

If LLT is greater than time_(TH), then method 1040 does not perform thelaunch load and returns to method 900 at 960. If LLT is less thantime_(TH), then method 1000 continues at 1050 where the launch loadrequest is executed. As an example, controller 12 may store a lookuptable 1056 that specifies launch load limits for LLT and vehicle speed(VSPD) values. Lookup table 1056 values may be measured andpredetermined for the turbocharged engine in a manner as discussed abovefor lookup tables 912, 914, and 916 in reference to FIGS. 3-7. Forexample, at lower values of LLT and VSPD, the launch load limit may behigher as compared to when LLT and VSPD values are higher in order tomitigate the risk of engine overheating while maintaining vehicledriveability and vehicle operability. As a further example, if LLT lessthan but nearly equal to time_(TH), the launch load limit may beslightly greater than the load limit specified by the FSC control mode(e.g., load limits from 912, 914, 916, and method 900).

After initiating the launch load in 1050, method 1000 continues at 1060where LLT is incremented. Furthermore, as LLT is incremented, method1000 may reduce the launch load limit while executing the launch load inorder to mitigate the risk of engine overheating while maintainingvehicle driveability and vehicle operability. After 1060, method 1000returns to method 900 at 960.

Returning to 1010, if a launch load is not requested, method 1000continues at 1020 where it is determined if VSPD is less than athreshold vehicle speed, VSPD_(TH). If VSPD is not less than VSPD_(TH),then method 1000 continues at 1030 where it is determined if the engineis idling. If either VSPD is less than VSPD_(TH) at 1020, or if theengine is idle at 1030, method 1000 continues at 1040, where the LLT isdecremented since the loads may be below the FSC load limits. If theengine is not idle at 1030, method 1000 returns to method 900 at 960.

In this manner, a method may comprise in response to coolant loss in aturbocharged engine, limiting engine speed below a threshold enginespeed, and deactivating one or more engine cylinders while limitingengine load. The method may further comprise limiting engine speed belowa threshold engine speed, and deactivating one or more engine cylinderswhile limiting engine load in response to an engine cylinder temperatureof the one or more engine cylinders exceeding a second thresholdtemperature. Limiting engine speed below the threshold engine speed maycomprise limiting engine speed below the threshold engine speed abovewhich the engine cylinder temperature exceeds a third thresholdtemperature, the third threshold temperature being greater than thesecond threshold temperature. Setting a number of deactivated enginecylinders limiting engine load may be based on increasing availabletorque while maintaining the engine cylinder temperature below the thirdthreshold temperature and while maintaining engine speed. Setting thenumber of deactivated engine cylinders and limiting engine load mayfurther be based on reducing load while maintaining the engine cylindertemperature below the third threshold temperature and while maintainingengine speed. Further still, setting the number of deactivated enginecylinders and limiting engine load may be based on reducing the numberof deactivated cylinders while maintaining the engine cylindertemperature below the third threshold temperature and while maintainingengine speed.

The method may further comprise upshifting to a higher gear andincreasing vehicle speed while maintaining the engine cylindertemperature below the third threshold temperature and while reducingengine speed. Deactivating the one or more engine cylinders whilelimiting engine load may comprise deactivating a larger number of enginecylinders and/or intensifying load limiting as engine speed isincreased, and may further comprise deactivating a larger number ofengine cylinders and/or intensifying load limiting as the enginecylinder temperature increases. Furthermore, deactivating the one ormore engine cylinders while limiting engine load may comprisedistributively deactivating the one or more engine cylinders. Limitingengine load may comprise one or more of increasing an opening of a wastegate valve, decreasing an intake air throttle, and increasing intakeairflow through an intake compressor bypass passage.

The method may further comprise maintaining the engine cylindertemperature by deactivating the one or more engine cylinders whilelimiting engine load, during a first condition when the engine cylindertemperature is below an upper target temperature and above a lowertarget temperature, wherein the upper target temperature is less thanthe third threshold temperature, and wherein the lower targettemperature is greater than the second threshold temperature. Furtherstill, the method may comprise reducing the engine cylinder temperatureduring a second condition when the engine cylinder temperature is abovethe upper target temperature by deactivating the one or more activeengine cylinders while limiting the load. During a third condition whenthe engine cylinder temperature is below the lower target temperatureand when a launch load time is less than a threshold time, deactivatingthe one or more engine cylinders while limiting the load may comprisetemporarily increasing engine load above a load limit. Further still,the method may comprise incrementing the launch load time when the loadis increased above the load limit, and decrementing the launch load timewhen the turbocharged engine is idle or when the vehicle speed is abovea threshold speed.

As another example, a method for a turbocharged engine may comprisingduring a condition when an engine cylinder temperature is above a secondthreshold temperature, deactivating a number of engine cylinders andlimiting engine load, the number of deactivated engine cylinders and anengine load limit chosen based on increasing available torque whilemaintaining an engine speed below a threshold engine speed andmaintaining the engine cylinder temperature below a third thresholdtemperature. The third threshold temperature may be greater than thesecond threshold temperature, and the method may further comprisedeactivating a larger number of engine cylinders and/or intensifyingengine load limiting as engine speed increases and as engine cylindertemperature increases.

As another example, a method for a turbocharged engine may comprisedeactivating different numbers of engine cylinders under differentconditions and limiting engine load while maintaining an engine cylindertemperature below a threshold temperature, and maintaining an enginespeed below a threshold engine speed. The method may further compriseupshifting to a higher gear and increasing vehicle speed whileincreasing available engine torque. Furthermore, the method may comprisedeactivating different numbers of engine cylinders and limiting engineload in response to an engine component degradation to reduce engineoverheating.

Turning now to FIG. 12, it illustrates a possible timeline 1200 of avehicle operating under an FSC strategy after cooling system degradationis detected. Timeline 1200 is approximately to scale and depicts trendsof % Pedal application 1206, Engine load 1210, cylinder cut 1220, RPM1230, CHT 1250, VSPD 1280, and LLT 1296. In addition, RPM_(TH) 1236,CHT_(LT) 1240, CHT_(TH2) 1260, and CHT_(TH1) 1270 are depicted on theCHT trend plot, and time_(TH) is depicted on the LLT trend plot.Cylinder cut 1220 indicates the number of deactivated cylinders.

Prior to t1, an operator depresses accelerator pedal 130 and a vehiclewith a degraded cooling system (e.g., loss of coolant) is launched froma stopped position. Accordingly, % Pedal App increases from 0 to 100%,and the vehicle speed increases from 0 to approximately 50 mph. At timet0 prior to t1, CHT increases above CHT_(TH1) due to the degradedcooling system and the launching event. Also prior to t1, cylinder cutis 0 because CHT<CHT_(TH2), engine rpm increases rapidly from 0 to above2000, and load increases steadily from 0 to approximately 40%.

At t1, CHT continues to increase due to the degraded cooling system,exceeding CHT_(TH2), and activating FSC control mode. Accordingly, att1, cylinder cut increases and load stabilizes, as FSC control modedeactivates one or more cylinders and limits load to the one or moreactive cylinders in order to reduce the risk of engine overheating. Inaddition, FSC control mode reduces the engine rpm (e.g., below athreshold engine speed RPM_(TH) 1236). After t1, CHT begins to level outgradually reaching an approximately constant value between CHT_(TH1) andCHT_(TH2). Furthermore, VSPD is reduced to approximately 30 mph due tothe load and engine rpm reductions. Accordingly, after t1, duringvehicle operation, CHT is maintained below a third threshold temperature(not shown), and engine speed is maintained below a threshold enginespeed RPM_(TH) 1236, while maintaining vehicle driveability and vehicleoperability.

Sometime after t1, at t2 the vehicle is stopped, for example at atraffic light or intersection. While the vehicle is stopped after t2 andprior to t3, the % Pedal App drops to 0%, cylinder cut drops to 0,engine rpm decreases below 1000 rpm, and VSPD decreases to 0 mph. At t3,a launch request is made, for example by the operator depressingaccelerator pedal 130 indicated by % Pedal App increasing to 100%. SinceCHT<CHT_(LT), and LLT<time_(TH), the launch load is executed, and LLT isincremented. Accordingly, the engine load is permitted to increase for ashort duration at t3 above the FSC engine load limit as the vehicle islaunched from a stopped position.

After t3, the engine load is reduced below the FSC engine load limit,and the vehicle continues to operate in FSC control mode. Additionalvehicle stops at t4 and t7 and subsequent launch loads at t5 and t8 areperformed. Accordingly, LLT 1296 is incremented at t5 and t8. From t3 tot8 and beyond t8, FSC control mode maintains CHT between CHT_(TH2) andCHT_(LT), thereby reducing the risk of engine overheating bydeactivating one or more cylinders and by limiting the load to the oneor more cylinders.

As will be appreciated by one of ordinary skill in the art, the methoddescribed in FIGS. 7-10 may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various steps orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Likewise, the order of processing isnot necessarily required to achieve the objects, features, andadvantages described herein, but is provided for ease of illustrationand description. Although not explicitly illustrated, one of ordinaryskill in the art will recognize that one or more of the illustratedsteps or functions may be repeatedly performed depending on theparticular strategy being used.

This concludes the description. The reading of it by those skilled inthe art would bring to mind many alterations and modifications withoutdeparting from the spirit and the scope of the description. For example,single cylinder, I2, I3, I4, I5, V6, V8, V10, V12 and V16 turbochargedor high-specific power output engines operating on natural gas,gasoline, diesel, or alternative fuel configurations could use thepresent description to advantage. Furthermore, the present descriptionmay also be applied to non-turbocharged engines or non-high-specificpower output engines to reduce engine overheating.

1. A method, comprising: in response to coolant loss in a turbochargedengine, limiting engine speed below a threshold engine speed, anddeactivating one or more engine cylinders while limiting engine load. 2.The method of claim 1, further comprising limiting engine speed below athreshold engine speed, and deactivating one or more engine cylinderswhile limiting engine load in response to an engine cylinder temperatureof the one or more engine cylinders exceeding a second thresholdtemperature.
 3. The method of claim 2, wherein limiting engine speedbelow the threshold engine speed comprises limiting engine speed belowthe threshold engine speed above which the engine cylinder temperatureexceeds a third threshold temperature, the third threshold temperaturebeing greater than the second threshold temperature.
 4. The method ofclaim 3, wherein setting a number of deactivated engine cylinderslimiting engine load is based on increasing available torque whilemaintaining the engine cylinder temperature below the third thresholdtemperature and while maintaining engine speed.
 5. The method of claim4, wherein setting the number of deactivated engine cylinders andlimiting engine load is further based on reducing load while maintainingthe engine cylinder temperature below the third threshold temperatureand while maintaining engine speed.
 6. The method of claim 5, whereinsetting the number of deactivated engine cylinders and limiting engineload is further based on reducing the number of deactivated cylinderswhile maintaining the engine cylinder temperature below the thirdthreshold temperature and while maintaining engine speed.
 7. The methodof claim 6, further comprising upshifting to a higher gear andincreasing vehicle speed while maintaining the engine cylindertemperature below the third threshold temperature and while reducingengine speed.
 8. The method of claim 3, wherein deactivating the one ormore engine cylinders while limiting engine load comprises deactivatinga larger number of engine cylinders and/or intensifying load limiting asengine speed is increased.
 9. The method of claim 3, whereindeactivating the one or more engine cylinders while limiting engine loadcomprises deactivating a larger number of engine cylinders and/orintensifying load limiting as the engine cylinder temperature increases.10. The method of claim 6, wherein limiting engine load comprises one ormore of increasing an opening of a waste gate valve, decreasing anintake air throttle, and increasing intake airflow through an intakecompressor bypass passage.
 11. The method of claim 9, whereindeactivating the one or more engine cylinders while limiting engine loadcomprises distributively deactivating the one or more engine cylinders.12. The method of claim 9, further comprising maintaining the enginecylinder temperature by deactivating the one or more engine cylinderswhile limiting engine load, during a first condition when the enginecylinder temperature is below an upper target temperature and above alower target temperature, wherein the upper target temperature is lessthan the third threshold temperature, and wherein the lower targettemperature is greater than the second threshold temperature.
 13. Themethod of claim 12, further comprising reducing the engine cylindertemperature during a second condition when the engine cylindertemperature is above the upper target temperature by deactivating theone or more active engine cylinders while limiting the load.
 14. Themethod of claim 13, further comprising during a third condition when theengine cylinder temperature is below the lower target temperature andwhen a launch load time is less than a threshold time, deactivating theone or more engine cylinders while limiting the load comprisestemporarily increasing engine load above a load limit.
 15. The method ofclaim 14, further comprising incrementing the launch load time when theload is increased above the load limit, and decrementing the launch loadtime when the turbocharged engine is idle or when the vehicle speed isabove a threshold speed.
 16. A method for a turbocharged engine,comprising: during a condition when an engine cylinder temperature isabove a second threshold temperature, deactivating a number of enginecylinders and limiting engine load, the number of deactivated enginecylinders and an engine load limit chosen based on increasing availabletorque while maintaining an engine speed below a threshold engine speedand maintaining the engine cylinder temperature below a third thresholdtemperature.
 17. The method of claim 16, wherein the third thresholdtemperature is greater than the second threshold temperature, the methodfurther comprising deactivating a larger number of engine cylindersand/or intensifying engine load limiting as engine speed increases andas engine cylinder temperature increases.
 18. A method for aturbocharged engine, comprising: deactivating different numbers ofengine cylinders under different conditions and limiting engine loadwhile: maintaining an engine cylinder temperature below a thresholdtemperature; and maintaining an engine speed below a threshold enginespeed.
 19. The method of claim 18, further comprising upshifting to ahigher gear and increasing vehicle speed while increasing availableengine torque.
 20. The method of claim 19, further comprisingdeactivating different numbers of engine cylinders and limiting engineload in response to an engine component degradation to reduce engineoverheating.